Automatic train-stop



c. E. ANDERSfJN.

AUTOMATIC TRAIN STOP.

APPLICATION FILED MAY [5, 1917.

1,335,149. Y Patented Mar. 30, 1920.

pvllllllllrllllllllllll U z CE dzzdenson Wflweom 8 gdum g I aftozucqs CARL ELO ANDERSON, OF LIMINGA, MICHIGAN.

AUTOMATIC TRAIN-STOP.

Specification of Letters Patent.

Patented Mar. 30, 1920.

Application filed May 15, 1917. Serial No. 168,792.

To all whom it may concern: 1

Be it known that I, CARL ELo ANDERSON, a citizen of the United States,residing at Liminga, in the county of Houghton, State of Michigan, have invented certain new and useful Improvements inAutomatic T rain- Stops; and I do hereby declare the follow ing to be a full, clear, and exact description of the invention, such as will enable others skilled in the art towhich it appertains to make and use the same.

This invention is an improvement in railway appliances andhas particular reference to an automatic train stopping mechanism.

An object of the invention is to provide improved means mounted in the locomotive cab and operated by a trip and signal mecha nism arranged on the road bed to actuatethe throttle lever and apply the-air brakes of thetrain to stop the same.

The inventive idea involved is capable of receiving a variety of mechanical expressions, one of which, for the purpose of illustrating the invention, is shown in the accompanying drawing, wherein Figure 1 is a side elevation of the mechanism carried by the train, a portion of a locomotive being shown in dotted lines.

Fig. 2 is a similar view of the trip and signal mechanism.

Fig. 3 is a view in elevation taken at right angles to Fig. 1.

Fig. 4 is a top plan view of the mechanism shown in Fig. 3.

Fig. 5 is a section on the line 55 of Fig. 3.

Fig. (3 is a section on the line 66 of Fig. 3.

Fig. '7 is a detail perspective view of the latch member and releasing lever.

Referring to the drawing and more particularly to Fig. 2 the numeral 10 indicates a track having a base member 11 extending transversely and beneath the rails thereof,

the ends of the base member having pivoted thereto the trip arms 12, one of which is arranged on each side of the track, and limited in their movements to vertical positions by means of shoulders 13 arranged adjacent connection v14 will be actuated to adjust the trip arms 12 .to their operative or inoperative positions. The upper end of the standard 16 is provided with suitable signal devices 18 and 19, the former being in the form of a semaphore, while the other is a light used for night service.

.Either of the trip arms 12 is adapted to operate themechanism in the cab of .a locomotive to actuate the throttle and air brakes to bring the train toa stop and for this purpose the locomotive preferably has pivoted thereto a contact shoe 20 the lower end of which is adapted to contact either of the members -12 to rock the contact shoe about its pivot. Arranged in the cab of a locomotive is a base 21 having a pulley 22 journalcd on the upper end thereof and provided in its periphery with -a notch 23 adapted to be normally engaged by a latch member 24 slidable vertically on said base 21 and retained in its normal position by means of a coil spring 25 encircling the lower end of the latch member 24 and having one end in engagementwith a guide 26. The base 21 is provided with an auxiliary chamber 27v arranged longitudinally there:

of and having slidably disposed therein the weight 28 to which is connected one end of a flexible element 29 preferably in the form of a cable which is extended upwardly and passes around the pulley 30 and has its other end secured to the free end of the throttle lever 31.

The pulley 22 hassecured thereto one end of a flexible element. 32 which is wound about said pulley and then extended and secured to a second pulley 33 mounted in a bracket 34 carried by the boiler. One end of a connecting rod 35 is secured to the pulley 33 adjacent its periphery while the other end of said rod is connected to the operating lever 36 of the air brake valve, the other end of said lever being free to be actuated by the engineer whenever desired. Connected to the weight 28 and to the pulley 22 is a cable or cord 29, shown in Figs. 3 and 7 of the drawing. The flexible element 32, when in normal position, is preferably slack, as clearly seen in Fig. 3, so that when the pulley 22 is rotated, in a manner to presently appear, the element 29 will first be actuated to operate the throttle lever during which operation the flexible element 32 will be tautened into the dotted position of Fig. 3 by the downward pull of the cord 29,

and upon further movement of the pulley 22 the pulley 33 will be'actuated and the air brake valve operated.

The pulley 22 is rotated by the weight 28 which is normally positioned in the upper end of the chamber 27 but, as previously stated, said pulley is prevented from rotation by engagement of one end of the latch member 24 in the notch or detent 23. In order that said pulley may be released, there is preferably provided a releasing lever 37 pivoted at one end in the casing and engaging through a slot 38 in the latch member 24, the other end of said lever having connected thereto one end of a flexible element 39 which extends downwardly and around the pulley 40 and from thence to the contact member 20 so that when the latter is actuated a pull will be exerted upon the element 39 which will swing the lever 37 downwardly and thus disengage the latch 24 from the pulley whereupon the weight 28 will slide downwardly in the chamber 27 and rotate the pulley 22 by means of the cord 29. In order to return the parts to normal position the shaft of the pulley 22 is provided with a crank handle 41 which may be rotated to raise the weight 28 to its normal position and this crank handle is removable when not in use.

What is claimed is In an automatic train stop, the combination with a trip mechanism, of a contact carried by the train and actuated by engagement with said trip mechanism, a base member carried by the train, a notched pulley rotatably mounted upon said base member, a spring pressed latch slidably mounted on said base member and engageable in the notch in said pulley for normally preventing the rotation thereof, a releasing lever having one end pivoted to the base and engaging said latch and connected at its other end with said contact so that when the latter is actuated the latch will be released to permit of rotation of said pulley, a chamber formed upon said base, a weight movable in said chamber and connected to said pulley to rotate the same when released, and means engaging said pulley and operated by the rotation thereof for actuating a controlling lever of a locomotive.

In testimony whereof I afiix my signature in the presence of two witnesses.

CARL ELO ANDERSON.

Witnesses:

JOHN KAATH, AMANDA LARsEN. 

